Air-pipe-coupling pressure-relief valve.



PATENTEEAPE. 5, 1904.

D. w. ELLIOTT & J. B. RUBY. AIR PIPE COUPLING PRESSURE RELIEF VALVE.

APPLICATION FILED D20. 1, 1903.

no gonEL.

UNTTED STATES Patented April 5, 1904.

PATENT OFFICE.

DAVID W. ELLIOTT AND JOHN B. RUBY, OF NEWCASTLE, PENNSYLVANIA.

AlR-PlPE-COUPLING PRESSURE-RELIEF VALVE.

SPECIFICATION forming part of Letters Patent N o. 7 56,484, dated. April 5, 1904. Application filed December 1, 1903. Serial No. 183,341. (No model.)

To all whom it may concern:

Be it known that we, DAVID W. ELLIOTT and JOHN B. RUBY, citizens of the United States, residing at Newcastle, in the county of Lawrence and State of Pennsylvania, have invented certain new and useful Improvements in Air-Pipe-Goupling Pressure-Relief Valves, of which the following is a specification.

Our invention relates to air-pipe-coupling pressure-relief valves. It forms a part of fluid-pressure-brake-operating apparatus and belongs immediately in that class of valvular devices arranged in the vicinity of the pipecouplings, the office of which is to discharge the pressure between the couplings in order that they may be more easily and quickly separated than would be possible if the normal train-pipe pressure held the interlocking surfaces contiguously.

The object of our invention is to produce an angle-cock having a special arrangement of ports and an additional or relief valve embodied in the construction of the angle-cock, with means for operating the relief-valve.

Each constituent element of our invention is described in detail and its individual office, together with the mode of operation of the whole, fully explained herein.

WV e accomplish the stated object by fashioning and associating mechanical parts, as illustrated in the accompanying drawings, where- 1n Figure 1 represents an angle-cock in vertical section showing our invention embodied in construction, and Fig. 2 is a similar sectional view illustrating a modified arrangement ofthe spring which acts upon the relief-valve rod and a push-button to operate the reliefvalve.

Like letters are used to refer to like parts throughout the drawings.

Letter A marks any angle-cock, mainly of the customary construction, having a hollow tapering plug-valve B, provided with suitable main ports C, oppositely placed, to transmit the normal pressure from train-pipe" to coupling-hose E and coupling F. Upon turning the hollow plug B by means of the usual lever G the train-pipe pressure may be passed H, and the spring L is located therein.

into or cut ofl' from the coupling-hose in the customary manner.

The tapering seat for plug-valve B in the body of. the angle-cock is closed by a screw cap or head H, having in its upper part the cylindrical cavity J, which is, in fact, a springseat, and contains the coil-spring K, arranged to force plug-valve B into its seat, as shown. In cavity J and usually situated inside of spring K is a second coiled spring, L, compressed between the bottom I; of the plugvalve and the shoulder of the relief-valve M. The shoulder of this valve against which spring L acts is marked m. The seat of the reliefvalve M in the bottom of cavity J is designated by letter N and the stem or rod of the valve by letter 0. Rod O passes downwardly through the head H, and its lower extremity is within reach of the pivoted lever P, by which the valve can be raised against the force of spring L and the ordinary pressure. Lever P operates in a recess 19 in the lower part of head H. From a small chamber Q beneath valve M a duct R leads to the atmosphere through the side of head H.

In the modification shown in Fig. 2 a cavity S is formed axially in the lower end of helaid T e spring L bears upon a push-button T, which is screwed to the end of valve-rod O, as shown. The ofiice of spring L is the same in each figurethat is to say, it holds the relief-valve M yieldingly to its seat.

In operation the plug-valve B being turned to close the train-pipe the relief-port U becomes presented to the hose E. Now if the relief-valve M be raised by means of either device described the remainder of the charge of compressed air in the hose and coupling will escape by way of the port U into the hollow plug-valve B,-thence through port V in the bottom 6 of the plug-valve. past valve M to chamber Q, and out of duct R to the atmosphere. Thus the pressure being entirely relieved the couplings can be readily and easily broken.

We are aware that devices have been heretofore constructed for the purpose of relieving air-brake couplings of pressure preparapressure in hose and couplings, and we do not tory to separating them wherein additional or relief valves operated by hand relieve the claim that feature broadly.

What we claim is 1. In an air-pipe-coupling pressure-relief valve, the combination with an angle-cock, having a hollow plug-valve provided with an additional or relief port arranged to communicate with the coupling-hose when said plug is turned to close the train-pipe, a relief-valve embodied in said angle-cock, said hollow plug- Valve having a second relief-port admitting air from said plug and hose above said reliefvalve, said angle-cock having a duct below said relief-valve open to the atmosphere, and handoperated means for raising said relief-valve whereby said hose and plug may be discharged.

2. In an air-pipe-coupling pressure-relief valve, the combination with an angle-cock to hold said relief-valve yieldingly to its seat,

said hollow plug-valve having a second reliefport admitting air from said plug and hose above said relief-valve, said angle-cock having a duct below said relief-Valve open to the atmosphere, and hand-operated means for rais ing said relief-valve whereby said hose and plug may be discharged.

In testimony whereof we aflix our signatures in presence of two witnesses.

DAVID W. ELLIOTT. JOHN B. RUBY. Witnesses:

M. MoCoNNELL, WM. J. MOFFATT. 

